Sliding partition rotary engine with rectilinear seals

ABSTRACT

The invention relates to engines of the kind having rotors and being supplied by a fluid under pressure, and is especially directed to an engine of this type capable of being coupled to a closed circuit comprising for example a generator of steam under pressure. The engine comprises a stator formed by a cylindrical casing closed by transverse end-plates and equipped with moving partitions, and a rotor having a lateral working face constituted by a semi-elliptical portion and a semi-circular portion adapted to co-operate with said partitions so as to form working chambers for a fluid acting to cause rotation of said rotor which is keyed on a shaft conventionally mounted in said stator, and means for ensuring fluid-tightness between said stator and said rotor, said means comprising a plurality of straight segments formed by beads of a material of low coefficient of friction inserted in straight grooves formed in the face of said stator, the longitudinal jointing together of any two segments being effected by mitre joints, half-lap joints or other like joints used in carpentry. The engine of the invention does not cause any pollution of the atmosphere; furthermore, it can give silent operation in a closed circuit by connecting its final exhaust to the inlet of the source of fluid under pressure.

United States Patent [1 1 Brulfert et al.

[4 Oct. 21, 1975 1 SLIDING PARTITION ROTARY ENGINE WITH RECTILINEAR SEALS [76] Inventors: Andre Brulfert, 6, rue des Peintres Parrocel; Andr Gabriel Hoss, 23, Boulevard Saint-Ruf, both of Avignon, Vaucluse, France 22 Filed: Feb. 11, 1974 21 Appl. No.: 441,216

[30] 0 Foreign Application Priority Data Feb. 12, 1973 France 73.04931 Feb. 20, 1973 France 73.05946 [52] US. Cl. 418/11; 418/15; 418/144; 418/213; 418/248; 418/249; 188/266 [51] Int. Cl. ..F01C 19/00; F04C 27/00; F16D 57/00; F01C 1/00 [58] FieldofSearch ..418/1l,15,141,144, 418/243251, 212, 213; 188/266; 277/96 A [56] References Cited UNITED STATES PATENTS 264,507 9/1882 Bailey 418/250 617,072 l/1899 Bates 418/11 754,283 3/1904 DeChamp 418/11 1,066,413 7/1913 Johnson 418/248 1,514,007 1l/1924 Moore et al. 418/249 3,193,186 7/1965 Peras 418/144 3,514,236 5/1970 Rashev 418/144 Primary Examiner-John J. Vrablik Attorney, Agent, or Firm-Finnegan, Henderson, F arabow & Garrett [57] I ABSTRACT The invention relatesto engines of the kind having rotors and being supplied by a fluid under pressure, and is especially directed to an engine of this type capable of being coupled to a closed circuit comprising for example a generator of steam under pressure. The engine comprises astator formed by a cylindrical casing closed by transverse end-plates and equipped with moving partitions, and a rotor having a lateral working face constituted by a semi-elliptical portion and a semi-circular portion adapted to co-operate with said partitions so as to form working chambers for a fluid acting to cause rotation of said rotor which is keyed on a shaft conventionally mounted in said stator, and means for ensuring fluid-tightness between said stator and said rotor, said means comprising a plurality of straight segments formed by beads of a material of low coefficient of friction inserted in straight grooves formed in the face of said stator, the longitudinal jointing together of any two segments being effected by mitre joints, half-lap joints or other like joints used in carpentry. The engine of the invention does not cause any pollution of the atmosphere; furthermore, it can give silent operation in a closed circuit by connecting its final exhaust to the inlet of the source of fluid under pressure.

9 Claims, 26 Drawing Figures US. Patent Oct. 21, 1975 Sheetlof3 3,914,075

U.S. Patent Oct.21, 1975 Sheet2of3 3,914,075

U.S. Patent 0a. 21, 1975 Sheet 3 of3 3,914,075

C FfeMg FieAih- SLIDING PARTITION ROTARY ENGINE WITH RECTILINEAR SEALS The present invention relates to an engine of the rotor type intended to be fed by means of a fluid under pressure. It is especially directed to an engine of this type capable of being coupled more particularly to a closed circuit comprising a generator of steam under pressure. A group formed by an engine and a generator of this kind is well adapted to the propulsion of a selfpropelled device, and does not generate the slightest pollution of the atmosphere.

The invention is also concerned with a fluid-tight ring device applicable to an engine of this type.

It is known that internal combustion engines of the traditional reciprocating type, and even those of the socalled rotary piston type, have the major drawback of having a fairly low energy efficiency and of being a source of pollution of the atmosphere, this pollution obviously becoming all the more harmful since it is a function of the constantly increasing number of these engines in service, especially of those of automobile vehicles.

It is true that very many improvements which are at present proposed for these engines make it possible to hope for a substantial reduction in this pollution, but this result may only be effective if such a reduction attains a degree sufficient to counterbalance the increase in harmfulness associated with the number of these engines.

Furthermore, it is known that automobile vehicles equipped with steam engines have achieved at the beginning of the 20th century, surprising performances in respect of speed and long useful life, but this type of equipment has been abandoned in favour of combustion engines, by reason of the servitudes of use of the inevitable boilers necessary for supplying steam to these engines.

In addition, the crank-rod and crank-arm mechanisms of engines with reciprocating pistons, whether these latter are of the internal combustion type or of the steam type, imply consequences which are frequently serious, of wear, maintenance, production cost, and of noise in operation, and the engines of these two types have only fair energy efficiency.

The present invention proposes to find a remedy for these drawbacks.

It has the essential object of providing an engine, applicable to the equipment of a self-propelled device, for example an automobile vehicle, which does not involve any pollution of the atmosphere.

Another object of the invention is to ensure, in an engine of the rotary piston type, excellent fluid-tightness between the various fixed and moving parts subjected to the pressure of a driving fluid.

Amother object of the invention is to reduce the overall size and weight of an engine of pre-determined power, with a view to facilitating in particular the equipment of a self-propelled vehicle.

A further object of the invention is to propose driving means which afford a non-negligible economy of energy.

Another object of the invention is to propose driving means which ensure silent operation.

Still a further object of the invention is to simplify the traditional transmission means of an engine with a power-utilization shaft, for example to those of the wheels of an automobile vehicle.

To this end, the invention has for its object a rotor engine capable of being coupled to a generator of fluid under pressure, in particular to a generator of steam, working by catalytic combustion of a combustible fluid, similar to that described in French patent application No. PV 72 35754 of Oct. 4, 1972, in the names of Mr. Andr Brulfert and Mr. Andr Gabriel Hoss for A generator of steam or hot water with catalytic combustion of hydrocarbons.

According to the invention, the engine comprises on the one hand a stator constituted by a cylindrical casing closed by transverse end-plates and equipped with a moving partition device, and on the other hand a rotor having a lateral working face formed by a semi-elliptic portion and a semi-circular portion suitable for cooperating with the said partitions so as to constitute working chambers for a fluid producing rotation of the rotor by means of a rotor shaft conventionally mounted in this stator, means being provided on the stator for ensuring fluid-tightness of the said chambers, the admission and the exhaust of the said fluid.

Such a semi-elliptical working face provides many advantages. This particular form has already been applied to the rotary pistons of an internal combustion engine (see for example French Pat. No. 1,335,918 of Oct. 11, 1962) but in the present state of the art, this face is not associated with a semi-circular face which may be utilized for a very advantageous braking effect in the case of equipment of a self-propelled device, for example an automobile vehicle.

The operation of an engine of this kind obviously does not result in pollution of the atmosphere. It may therefore advantageously be coupled to a steam generator using catalytic combustion similar to that described in the above-mentioned application No. PV 72 35754 in order to avoid thereby in a sure manner a pollution of this kind.

In addition, the exhaust of an engine of this kind can be coupled to the generator so as to form a closed circuit, so that the operation of this engine is practically silent.

Furthermore, the dimensions of the working chambers of the engine, described above, may be adapted to a partial expansion of the fluid admitted to its chambers, and this expanded fluid may be utilized to actuate another rotor which then works as a compound engine, similar to that described above, the second rotor being keyed on the same shaft as the first and housed in another suitable casing, coaxial with the first casing.

A displacement of of these two rotors on their shaft permits a remarkably simple supply to the second stator since this supply is then effected by a simple transfer of fluid from the first stator to the second stator.

The driving torque which is obtained under these conditions on the common shaft of the two rotors, has such uniformity that it cannot be compared with that of reciprocating piston engines.

In addition, the two stators and the two rotors of the group thus formed may have transverse sections identical to each other. The widths of these elements are adapted to the respective values of the fluid-pressures intended to be applied to them.

Finally, another group of at least two stators and two rotors, identical with the group described above, may

be provided coaxially with this latter, by means of a single shaft of suitable length, providing for the homologous rotors, angular relative displacements appropriate to a perfect balance of an engine.

A device which can be based on a principle of fluid distribution known per se, taking into account the displacement of the homologous. rotors may of course ensure in these rotors, in a manner synchronized with their speed of rotation, admissions of fluid under pressure, for example steam, supplied from a generator.

An engine of this kind is obviously constituted by a relatively small number of essential parts, these parts being fairly simple.

In addition, it has remarkably small dimensions as compared with those of a traditional internal combustion engine of the same power, so that it is remarkably well adapted to the convenient and economic equipment of a self-propelled vehicle.

Finally, by associating this engine with a steam generator working by catalysis, there are obtained driving means which ensure an excellent energy efficiency and in consequence an economy of fuel.

According to another advantageous feature of the invention, the fluid-tightness of the working chambers formed between the faces of a stator and its rotor is ensured, both on the lateral faces and on the transverse faces of these elements and on those of the moving partitions, by rectilinear segment-joints housed in grooves provided in the casing, in the end-plates of this stator and the moving partitions.

Joints of this kind, simple and of relatively moderate cost, are advantageously provided with slots and mitre cuts which permit of effective co-operation of joints arranged to overlap in appropriate directions, and result in excellent fluid-tightness.

It is true that it has also been proposed to mount rectilinear segments on the lateral faces of a stator in order to ensure the fluid-tightness of chambers formed between this stator and a rotor (see for example French Pat. No. 1,297,241 of May 16, 1961), but no cooperation has been suggested of the extreme portions of these straight segments with other similar means provided between the transverse faces of this stator and this rotor so as to form a system of edges similar to that of a polyhedron appropriate to good fluid-tightness of the chambers and to a free rotation of the rotor.

Other characteristic features and advantages of the invention will be brought out in the description which follows below with reference to the accompanying drawings, this description and these drawings being given solely by way of example and without any limitation.

In these drawings:

FIG. 1 represents a perspective view of an essential element of an engine according to the invention;

FIGS. 1a and lb are enlargements of the circular areas indicated by the lead lines 1a and lb respectively, of FIG. 1.

FIG. 2 is a diagrammatic view in axial section of an engine according to the invention;

FIGS. 3 and 4 show respectively the rear and front faces of an element similar to that of FIG. 1;

FIGS. 5 and 6 represent a perspective view, respectively of a rotor and a partition provided on the engine of FIG. 2;

FIG. 7 shows a transverse section of the engine of FIG. 2;

FIGS. 8a to 80 represent respectively perspective views in longitudinal section and in plan of a fluidtightness segment for an engine according to the invention;

5 FIGS. 9 and 10 show perspective views of two alternative forms of assembly of the extremities of two fluidl in order to form an external collar. This circular band has two pairs of fins 4a, 4b and 5a, 5b identical to each other and approximately, radial, between which the band 3h is broken so as to form two radial passages.

The fins of each pair are in fact parallel to each other and parallel to a radial plane 0A (or OB) passing,

through the geometrical axis OO of the element 1h, the angle formed by these two planes OA, OB (which will again be referred to later) being of the order of 15 to The inner and circular face of the band 3h has two rectilinear grooves 6r, 6s, parallel to each other and to the axis O-O', located symmetrically on each side of the bisecting plane OC of the dihedron formed by the planes OA, OB of the fin passages, the transverse sections of these grooves being rectangular and identical to each other.

This internal face of the band 3h also comprises two further grooves 7r, 7s identical to the grooves 6r, 6s and forming another group of grooves symmetrically located with respect to a radial plane OD, perpendicular to the radial plane CC. I

Each of the faces located facing each other and parallel to each other, of the fins 4a to 5b is provided with grooves R, S, similar to the grooves 6r to 7s and also parallel to the geometrical axis 0-0 of the band 3h. The grooves R on the one hand and the grooves S on the other hand of the two fins of a passage being respectively located in two planes perpendicular to the radial plane of symmetry 0A (or 0B) of this passage.

In addition, the part of the face which is located on the disc 2h between the fins 4a, 4b, is provided with two of these latter, perpendicular to the plane 0A. In this way, the passage of the fins 4a, 4b comprises two transverse grooves in the form of a U and the other passage of the fins 5a, 5b also comprises two transverse grooves RTR -SUS identical with these latter.

Furthermore, this face of the disc 2h comprises a system of rectilinear grooves similar to the grooves re- 3b in the form of a circular band, coaxial with the disc 2h and having a diameter smaller than that of this disc grooves T, U, identical with the previous grooves R, S, and respectively located at the level of the extremities It will be observed that the grooves of each of these passages on the axes A or OB cross the grooves T, U of this passage and those of the side ab of the square. Similarly, the end portions of the grooves of axes OC and OD respectively crossthe grooves of the sides cd and be of the square; finally, the extremities of the sets of grooves corresponding to each corner of the square are crossed between each other.

Furthermore, small holes 8 formed in the disc 2h and in the fins 4a to 5b open into these grooves so as to form a lubrication circuit, which will be referred to later.

Finally, the portion which is located on the band 3h between the fin 5b and the axis OD, comprises a hole 9 having a tapped thread for the mounting of the extremity of a tube, the axis of this hole being oblique and slightly inclined in the direction of the grooves 6r, 6s. The part of this band located between the axis OC and the fin 4a also has two suitable holes 10 and 11, each for the mounting of the extremity of a tube, the hole 10 being diametrically opposite to the above-mentioned hole 9, while the hole 11 is close to the fin 4a.

In addition, the edge of the band 3h has an annular rib 3n suitable for a conventional centering on another element, while the end portion of the disc 2h, forming a collar, has holes 12 suitably spaced at intervals of a circumference coaxial with the element 1 so as to permit the engagement of rods such as assembly braces.

Finally, the centre of the disc 2h comprises a hole 13 methods, followed by turning and milling, the grooves production by injection into a mould of duralumin of suitable alloy, the nature of the material employed being appropriate to good resistance to the attack of a fluid, as will be explained later.

In FIGS. 2 to 4 there can be seen another element lb similar to the element 1h described above. This element comprises in fact, on one of its faces (see FIG. 4) a disc 2b, a composite band 3b provided with radial fin passages, a system of grooves in the disc, identical with the corresponding portions described above, the height H of this band 3b being however slightly greater than that of the band 3h (see FIG. 2).

The other face of the disc 3b (see FIG. 3) also com prises a system of rectilinear disc grooves identical to that of the disc 2h or the disc 2b, but which is displaced by 180 with respect to this latter.

This face is further provided with a circular groove 3g coaxial with the disc 2b, the transverse profile of which is appropriate to the mounting of the rib 3n of, the band 3h so as to ensure the relative fixing of these two elements 1): and 1b, the rectilinear disc grooves being located symmetrically facing each other with respect to the transverse plane of the band 3h.

Furthermore, in FIG. 5 there can be seen an element 14 formed by two straight half-cylinders, the transverse This element 14 comprises an axial hole 14 having a slot for keying on a shaft, and it will be indicated that the radius r of its circular portion and its height h are slightly smaller than the corresponding dimensions of the casing formed by the assembly of the elements 1h, lb, referred to above.

Thus, this element 14 forming a rotor may be mountedin this casing forming a stator, by means of ball bearings suitably fixed in the housings 13 of the discs 2h, 2b forming the end-plates, and to a shaft 15 (see FIG. 2).

Furthermore, an element 16 (see FIG. 6) which takes the form of a relatively flat rectangular parallepiped, comprises on one of its small lateral faces two grooves 16r, 16s, similar to the grooves described above and parallel to the edges corresponding to the width of this element, the transverse section of these grooves being slightly smaller than that of the grooves referred to.

Its dimensions, in width and in thickness e are hardly smaller than the corresponding dimensions of the transverse section of the passages formed by the fins 4a to 5b. However, its height h is substantially greater than the dimension of the fins 4a, 5b in the radial direction, so that this element 16 can be engaged in one of these passages (see FIG. 7) so as to be applied against the lateral face of the rotor 14, by virtue of a known means 16p (spring, torsion bar, hydraulic device, etc.) which it is unnecessary to describe in detail. This element thus constitutes a partition 15 capable of being displaced in its passage by the elliptical face of the rotor, during the course of rotation of this latter, and the other passage is similarly provided with an identical partition.

Chambers are thus formed in the stator by these partitions and the rotor, and their fluid-tightness is ensured by means of the grooves described above and by the joint segments described below.

In FIG. 8 there can be seen a rectilinear bead 17, having a section which is almost rectangular, one of its sides 17f being convex. The dimensions of this section are adapted to an engagement and to a free movement of this bead 17 in a groove of the element lb or lb. Each end portion of the face, forming a heel opposite to the transversely domed face 17f of this bead 17, comprises two transverse slots 17t, rectangular, and adapted to a free engagement in a similar slot of another similar bead arranged square with respect to this bead 17 in order to effect an assembly of the half-lap joint of carpenters (see FIGS. 8b and 8c).

The transversely domed face 17f has also four rectangular slots 17s, arranged slantwise in appropriate pairs respectively, to assemblies of the kind referred to of other beads arranged parallel to each other in pairs along two opposite directions inclined with respect to this bead 17.

Corrugated strip elements 18 of elastic material (spring steel for example) have dimensions similar to the heel portions formed by the slots and are arranged underneath this heel.

It will be understood that the grooves of the discs 2h, 2b may be equipped with elements 18 and beads associated with each other by suitable slots. This is also the case for the grooves 6v to 7s of the band 3h and of the grooves R and S of the fins 4a to 5b, the extremities of these band beads and fins co-operating in a fluid-tight manner with the extremities of the corresponding beads of the discs by virtue of arrangements of half-lap joints (see FIG. 9) or mitre joints, similar to those employed by carpenters.

Finally, the grooves of the partitions 16 are also provided with elastic means 18 and with beads of smaller width than that of the bead 17. In addition, (see FIG. 10) the passage beads 19 having an axis A (or OB) each comprise on their domed face a groove in the form of a mortice, the length of which is adapted to the travel of the partitions 16 due to the effect of eccentricity of the semi-elliptical face of the rotor 14, and the extremities of the partition beads 16a have a width adapted to that of the mortices and are engaged with mild friction in these latter, in the same way as a tenon.

Furthermore, (see FIG. 2), two other casing elements 20h, 20b respectively similar to the elements 1h, lb described above, are mounted coaxially with these latter by means of an end-plate 21 and of spacing members 22 engaged in the holes 12 of the disc collars and nuts, the end-plate 21 having a face identical with that of the element 1b shown in FIG. 3. However, the passages of moving partitions of the casing 1b have a displacement of 180 with respect to those of the casing 1h, and those of the two other casings 20h, 20b are respectively displaced by 90 with respect to the passages of the first two casings. Finally, these three casings are equipped with rotors respectively adapted to their widths and similar to the rotor 14, together with fluid-tight segments similar to those of the stator ih described above.

The operation of this engine is as follows:

An elastic fluid under pressure (air, steam is admitted to the casing 1h from a suitable source 23 (see FIG. 2) through the tube of the hole 9, as soon as the edge f of the summit of the elliptical face of the rotor reaches this hole (FIG. 11a). This fluid fills the chamber closed by the partition OB and its pressure p applies against the rotor a force having an eccentric direction F which drives the rotor (arrowfl, FIG. 1111).

This supply is closed when the edge f reaches the segments of the grooves OD and the fuel expands, driving the rotor(FIGS. 11c to 1 1e). The force applied against 1 the rotor takes successively the values F to F but the driving torque which it gives is practically constant, due to the geometrical properties of the ellipse (see FIG. 12).

When the edge fpasses over the hole 10, the fluid expanded down to the pressure P escapes through a simple coupling pipe to the casing 1b and supplies this latter like a compound engine so as to provide a cycle similar to that of the casing 1h (FIG. 13). The tube of the hole ensures a good scavenging of this working chamber.

The fluid is distributed alternately under high pressure to the casings 1k and then 20h, by a conventional device 24 with a piston slide-valve, suitably mounted on the collars of the stators (see FIG. 2). The piston 24;: with two heads is actuated in synchronism with the rotation of the shaft by an eccentric cam 24a acting on the piston rod against the force of a return spring 24r and driven in rotation by a chain and pinion transmission 24:.

By virtue. of this distribution of fluid and of the angular distribution of the rotors on the shaft 15, this latter is perfectly balanced and the four rotors form an excellent inertia fly-wheel.

In addition, its speed may be simply regulated by operating a cock 25 permitting the dosing of the quantities of fluid distributed to the casings 1h, 20h, the high- 7 pressure of the fluid being more or less reduced reduction in transmission cross-section, as a function ofthe flow regulation by this cock.

Furthermore, it is possible to brake the driving shaft 15 by thesimple admission of fluid under high pressure to the circular portions of the rotors of the stators 1h, 20h (FIGS. 7 and 12), the fluid then generating on the shaft. 15 a radial thrust P which advantageously will not be greater than the force applied on the rotors of the casings lb or 2011 so as to avoid a too great torsion force on this shaft. For that purpose, a small conduit 26, pro-' vided with a control cock, may be coupled to the bands 311 in front of the segments of axis 0C (see FIG. 7), by forming a by-pass which closes the supply to the distributor 24.

Arrangements of this kind, simple and convenient in use, permit a remarkably flexible and efficient utilization of this engine. At the most, due to the constant nature of the driving torque, they permit substantial simplification of traditional and costly devices for the transmission of energy to a utilization shaft (clutch, speed-reduction gear, gear-box, etc.). A result of this kind is especially advantageous in the case of an equipment of a self-propelled vehicle such as an automobile vehicle or a small motor cycle, for example.

It will be understood that the speed of rotation of this.

motor, for pre-determined conditions of pressure and supply flow-rate, is a function of the angle AOB of the partitions, the arc of the corresponding band not per mitting any driving action on the rotor. For a'small an gle, of the order of 15, the motor is slow (speed to 3000 r.p.m. for example) whereas it is rapid (speed 300 to 4,500 r.p.m.) for an angle of 20 to 25, the reduction of the useful arc implying a more rapid expansion than in the case of an angle of 15 for which however, the torque is somewhat greater. In addition, these partitions form between them a chamber witha con-.

fined atmosphere, the pressure of which varies during the course of one cycle of the rotor, which ensures a good distribution of the forces due to the pressures in the admission and exhaust chambers which they separate.

The performances of this engine are also a function of the geometric eccentricity of the rotor ellipse. For a band diameter of 100 mm a minor axis Om equal'to 46 mm. gives good results. As the eccentricity is small,

the ellipse centres are in the vicinity of its center O,'the radial partitions are slightly inclined to the normalMN and the travel, equal to about 8 mm., of its partitions is not troublesome (see FIG. 12). Y

Furthermore, the rectilinear segments of the grooves of the band and the end-plates ensure an unexpected degree of fluid-tightness which gives an exceptional efficiency.

Their domed faces give surfaces of reduced friction on the rotor and their rubbing contacts under the thrust of the corrugated bands 18 are excellent. Their rectilinear form and'their methods of assembly of the carpentry type are perfectly compatible with the inevitable expansion of which they are the source, and with their action as fluid barriers.

Finally, their movements in the stator grooves under the effect of pressure variation are limited to small displacements which generate a pumping phenomenon and this assists their lubrication. The supply of the holes 8 may be ensured by known devices; these movements in the grooves under the effects of variations of pressure in the chambers further oppose any excess lubrication and any mixture of the lubricant with the driving fluid. Furthermore, these segments can be utilized alone, in pairs or in bundles of parallel beads along each edge of a polygon or a polyhedron established as a function of the pressure gradients to be counterbalanced.

The natures of the beads of the segments and of the elements of the stator and rotor are obviously suited to the nature of the driving fluid so as to avoid the effects of an attack of this latter. In the case of steam for example, the beads 17 will be made of bronze having a high proportion of tin, the rotors and partitions of stainless steel, the stator being of duralumin. In the case of dry compressed air however, these beads may have a base of graphitic cast-iron.

For the bearings of the housings 13, although these latter are insulated from the differential effects of pressure of the driving fluids of two adjacent casings, there will advantageously be employed in the case of steam which can reach a temperature of 400C, bearings known under the Trade-Mark Pacific ROPAC, perfectly fluid-tight and self-lubricating, due to rings of graphited material enclosing the balls or rollers and ensuring a good fluid-tightness up to 200 bars.

It will be understood that the segments of a stator and of partitions associated with this latter form a reticular structure similar to a structure of the edges of a more or less complex polyhedron which may be applied to other stators adapted to rotors of other shapes in order to ensure fluid-tightness of the chambers formed by these other elements. This is especially the case of certain rotary-piston internal-combustion engines, the operation of which is adversely affected by poor fluidtightness.

It would of course be possible to provide only one or two rotor type stators, or more than two groups of two compound stators, suitably keyed on a shaft for correct balancing of this latter.

Finally, in order to be able to appreciate the advantages which may be conferred by such an engine, it will be indicated that a prototype having the essential dimensions which are given below has obtained the following results:

Number of rotors 4 Nature of fluid: steam Diameter of rotor 100mm. Width of HP rotor:

26 mm. Minor axis of ellipse 46 mm. Width of LP rotor:

35 mm. Rotor, high pressure 45 K/em Angular separation Rotor, low pressure 8 K/cm of partition: 20 Exhaust pressure 2 K/cm Speed l to 4,500 r.p.m. Power output on shaft Theoretical efficiency (At 3000 rpm.) At 3000 r.p.m.: 0.440

DlN Standard 64 HP At 100 r.p.m.: 0.180 (At I500 r.p.m.)

DlN Standard 56 HP Power-weight ratio less than 2 kg/HP The invention having now been described and its advantage proved on a detailed example, the applicants reserve for themselves the exclusive rights for the whole duration of the patent, without any limitation other than that of the terms of the appended claims.

What we claim is:

1. An engine of the rotor type comprising a circular, cylindrical stator formed by a casing defining an inner and circular face and two transverse end-plates each defining faces, said stator having admission and exhaust pipes for conveying a driving fluid; a rotor fixed on a shaft and adapted to be driven in rotation inside said stator, the transverse section of said rotor comprising a semi-elliptical lateral face portion and a semi-circular lateral face portion approximately equal to the circular section of said stator casing; fluid-tightness means forming hermetic seals disposed between said rotor and said stator, said means comprising rectilinear segments mounted in straight grooves formed in the faces of said stator and surrounding said shaft, and a plurality of members operatively associated with said rectilinear segments and extending radially outwardly therefrom; and a system of partitions movable in a radial direction and arranged on said stator behind said admission pipe and in front of said exhaust pipe, said moving partitions co-operating with the composite lateral face of said rotor; said stator including an auxiliary fluid-admission pipe positioned behind said exhaust pipe and in front of said admission pipe which generates a braking effect on said semi-circular face portion of said rotor.

2. An engine as claimed in claim 1, in which at least one of said fluid-tightness segments is associated with another said segment in a fluid-tight manner.

3. An engine as claimed in claim 1, in which each said rectilinear segment is constituted by a relatively rigid bead made of a material having a very low coefficient of friction and having a transversely domed rubbing face located opposite a heel adapted to co-operate with elastic means.

4. An engine as claimed in claim 1, in which said system of moving partitions comprises two radial parti tions forming between them an angular space appropriate to the range of engine speeds, and also a chamber with an enclosed atmosphere, the pressure of which varies during the course of one cycle of rotation of said rotor to distribute the forces between the admission and exhaust chambers.

5. An engine as claimed in claim 1, in which said stator comprises a second exhaust pipe adapted for scavenging the exhaust chamber.

6. An engine as claimed in claim 1, in which said admission and exhaust pipes have a relative angular displacement of 7. An engine as claimed in claim 1, adapted to be supplied with an elastic fluid under pressure and comprising a second rotor mounted on the shaft of said first rotor and having an angular displacement of 180 with respect to said first rotor, and another end-plate forming in the casing a second chamber for said .second rotor, said chamber being adapted to receive a compound supply by said elastic fluid exhausted from said first chamber.

8. An engine as claimed in claim 7, and further comprising at least another group of two chambers working in compound and two rotors having angular displacements with respect to the rotors of said first group, said displacements being such as to produce correct balancing of the common shaft of said rotors.

9. An engine as claimed in claim 8, and further equipped with a distributor of fluid under high pressure to the high-pressure stators of said groups, and driving means for ensuring synchronism of the operation of said fluid distributor with the rotation of the engine shaft. 

1. An engine of the rotor type comprising a circular, cylindrical stator formed by a casing defining an inner and circular face and two transverse end-plates each defining faces, said stator having admission and exhaust pipes for conveying a driving fluid; a rotor fixed on a shaft and adapted to be driven in rotation inside said stator, the transverse section of said rotor comprising a semi-elliptical lateral face portion and a semi-circular lateral face portion approximately equal to the circular section of said stator casing; fluid-tightness means forming hermetic seals disposed between said rotor and said stator, said means comprising rectilinear segments mounted in straight grooves formed in the faces of said stator and surrounding said shaft, and a plurality of members operatively associated with said rectilinear segments and extending radially outwardly therefrom; and a system of partitions movable in a radial direction and arranged on said stator behind said admission pipe and in front of said exhaust pipe, said moving partitions co-operating with the composite lateral face of said rotor; said stator including an auxiliary fluid-admission pipe positioned behind said exhaust pipe and in front of said admission pipe which generates a braking effect on said semicircular face portion of said rotor.
 2. An engine as claimed in claim 1, in which at least one of said fluid-tightness segments is associated with another said segment in a fluid-tight manner.
 3. An engine as claimed in claim 1, in which each said rectilinear segment is constituted by a relatively rigid bead made of a material having a very low coefficient of friction and having a transversely domed rubbing face located opposite a heel adapted to co-operate with elastic means.
 4. An engine as claimed in claim 1, in which said system of moving partitions comprises two radial partitions forming between them an angular space appropriate to the range of engine speeds, and also a chamber with an enclosed atmosphere, the pressure of which varies during the course of one cycle of rotation of said rotor to distribute the forces between the admission and exhaust chambers.
 5. An engine as claimed in claim 1, in which said stator comprises a second exhaust pipe adapted for scavenging the exhaust chamber.
 6. An engine as claimed in claim 1, in which said admission and exhaust pipes have a relative angular displacement of 180*.
 7. An engine as claimed in claim 1, adapted to be supplied with an elastic fluid under pressure and comprising a second rotor mounted on the shaft of said first rotor and having an angular displacement of 180* with respect to said first rotor, and another end-plate forming in the casing a second chamber for said second rotor, said chamber being adapted to receive a compound supply by said elastic fluid exhausted from said first chamber.
 8. An engine as claimed in claim 7, and further comprising at least another group of two chambers working in compound and two rotors having angular displacements with respect to the rotors of said first group, said displacements being such as to produce correct balancing of the common shaft of said rotors.
 9. An engine as claimed in claim 8, and further equipped with a distributor of fluid under high pressure to the high-pressure stators of said groups, and driving means for ensuring synchronism of the operation of said fluid distributor with the rotation of the engine shaft. 